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Handsome styling is not something generally associated with econocars, but the 1995 Neon looked neat to us when new in the spring of 1994, and its trim, slipper-like shape has held up nicely over time. Styling history will repeat itself this spring as the second-generation Neon reaches Dodge and Plymouth showrooms from the company’s Belvedere, Illinois, plant.

The 2000 Neon appears radically different from its predecessor with its faster (the base is moved forward 3 inches) windshield angle, all-new hood, fenders, decklid, roof, quarter panels, and clear-lens headlamps. It feels different with a 37-percent improvement in bending and a 26-percent increase in torsional stiffness over the original car. This extra body rigidity, which chassis engineers say helps quiet the ride and sharpen handling, is provided by a new one-piece body-side aperture, new stiffening ribs in the firewall, sill and center-pillar reinforcements, and added steel and magnesium instrument-panel structure. One of the most important design changes to the Neon was to the doors. They now sport full-frame windows. At speed in the previous Neon, the frameless window glass rattled and leaked air and even water at the rubber seals. Now, the elements are held firmly in check by the channels of the steel frames and premium triple seals.

Inside, the Neon gets some unexpected new features like a better grade of fabrics and interior plastic trim, lockable glovebox, pen holder, and roomy hard pockets in the doors. And the Neon also picks up a smidgen of additional interior volume from 101.7 to 103.4 cubic feet. Standard items include folding outside mirrors, variable-speed wipers, floor mats, AM/FM stereo cassette sound system with six speakers, self-dimming interior lights, and four cupholders. Some optional goodies are air conditioning, 15-inch wheels, cruise control, tilt column, and remote keyless entry.

Keeping with current trends, the Neon has also grown slightly on the outside. Overall length increases by 2.6 inches to 174.4, and the wheelbase is bumped an inch to 105.0. Track increases just slightly by 0.6 inch to 58.0. In back, the trunk is enlarged from 11.8 to 13.1 cubic feet. Alas, the two-door coupe has been canned, leaving the Neon available only as a four-door sedan.

Back for 2000 is basically the same 2.0-liter SOHC 16-valve inline four-cylinder engine producing 132 eager but noisy horsepower. Torque peak occurs at 4600 rpm, but 90 percent of that is on tap at a mere 2000 revs. This engine can be mated with either a three-speed auto (a noticeable deficit against some competitors’ four-speed automatics) or a five-speed manual. Corporate types argue that, with this engine’s grunt, the extra cog isn’t really required. It saves money, too. They’re largely correct, save for high-speed freeway cruising when engine speeds do get a bit busy.

In terms of fun, this gutsy engine is an overachiever, but in order to reduce its former buzziness, engineers have fitted a new flexible exhaust coupling, redesigned exhaust manifold, more sophisticated motor-mount system, new round catalyst, and larger muffler for less back pressure. The Neon powertrain is also less likely to blow its cool, thanks to increased cooling capacity for the engine, transaxle, and power steering. Unfortunately for driving enthusiasts like us, the hotter, rev-happy 150-horsepower DOHC version of the four will no longer be offered.

The new Neon’s suspension has been tweaked for some additional travel so that it will no longer bottom out in moderate dips. To accomplish that, engineers put 30 percent more jounce travel in the rear and 15 percent in the front. This should also improve the car’s ride when laden with passengers and cargo. With these changes, we’d give the ride-smoothness and body-control edge to competitors like the Honda Civic and Toyota Corolla, though there’s definitely marked progress here. And the Neon’s suspension does get top grades for wheel control.

The steering rack is slightly reduced, which allowed the team to more accurately tune it for a crisper turn-in response. And the rack itself was further isolated to attenuate the transmission of noise and vibration from the road and from the hydraulic system. Small items of change, yes, but noticeable when you’re behind the wheel.

The brake system’s pedal feel and overall quiet are enhanced with a larger master cylinder, thicker rotors, and low-expansion brake lines. The standard arrangement is front discs and rear drums. Optional are four-wheel discs with an anti-lock system and even traction control. Chrysler‘s engineers brag that the Neon has best-in-class brakes.

The Neon will be targeted, again, at tough competitors like the Honda Civic, Toyota Corolla, Ford Escort, and Chevrolet Cavalier in a small-car segment that accounts for about 2.2 million units a year and will be about 28 percent of the total North American market by 2000. Considering the segment’s economy-minded buyers, a nicely-equipped version should sticker at about $15,000. A loaded Dodge ES or Plymouth LX variation will come in around $18,500.

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2000 Dodge Neon News and Reviews

Handsome styling is not something generally associated with econocars, but the 1995 Neon looked neat to us when new in the spring of 1994, and its trim, slipper-like shape has held up nicely over time. Styling history will repeat itself this spring as the second-generation Neon reaches Dodge and Plymouth showrooms from the company's Belvedere, Illinois, plant. The 2000 Neon…